Final Report - Asian Development Bank

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Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 Enforce maximum parking standards for new developments depending on accessibility to public transport Congestion charging / road user charging in central area Increase / introduce public parking charges in the centre of the city (ensure that public transport is cheaper than using private modes) Enforce parking charges and fines for illegal parking Make the cost of ownership of vehicles higher through taxes and fuel pricing and feed money back into public transport investment Bus Priority Policy 4.6.3 Some level of bus priority is required to make bus journeys more efficient by minimising delays and improving reliability. Currently buses have to compete for road space with motorcycles and cars and in the city centre this can be at times dangerous. It is clear that to improve the attractiveness of bus travel that buses will need more priority of the road space. The following are bus priority measures that should be considered in HCMC: Bus lanes on major roads where width permits (with or without median) Limit street parking on bus routes especially by bus stops Bus priority at signals (inductive loops / bus detectors) Traffic management to improve the flow of all traffic Law enforcement to penalise misuse of bus lanes and to enforce on street parking restrictions 4.6.4 One of the major issues is defining the responsible authority for promoting and funding bus priority. Much of the emphasis at present is on the bus operator to improve the quality of routes. Much of the improvements could be achieved through a traffic management plan that is developed as part of the construction of MRT Lines. Fuel Efficient Vehicle Policy 4.6.5 The use of fuel efficient vehicles to replace regular gasoline or diesel vehicles can have significant benefits to the environment by reducing carbon emissions. Vehicle fuel efficiency standards and transport and land use planning are the major policy contributors to a reduction in carbon emissions 6 . Many countries (particularly China and India in Asia) have adopted policies at Government level to encourage more sustainable private vehicles and this can be introduced in HCMC (and Viet Nam as a whole). Such policies could be: Lower taxes for fuel efficient vehicles (especially Natural Gas and electric powered) Facilitate the introduction of electric motorcycles and scrapping of gasoline motorcycles Set vehicle fuel efficiency standards and encourage vehicle scrapping policy Ensure all buses meet with EURO fuel emission standards Set age limits for vehicles Facilitate the production and distribution of Compressed Natural Gas (CNG) in conjunction with the private sector 7 4.7 Critical Sustainable Transport Components for MRT Line 2 4.7.1 Prior to completion of the MRT Line 2 it is important that the HCMC bus network is improved in the short term to encourage people into the habit of using public transport. MRT and other light rail lines traditionally attract passengers from bus but there is usually an established comprehensive bus system in place. Following the opening of MRT lines the buses can be restructured to provide feeder routes to the MRT. 6 ‘Energy Efficiency and Climate Change Considerations for On-road Transport in Asia’ ADB (2006) – see Figure 25. 7 CNG resources are high in southern Vietnam and PetroVietnam and Saigon Bus already piloting CNG buses with PetroVietnam promising to invest in CNG stations. Note that CNG vehicles are only really more efficient when purchased new rather than converted vehicles. 4-9
Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 4.7.2 Sustainable transport components for the MRT Line 2 project are recommended as follows. Bus Interchange Requirements along MRT line 2 4.7.3 Currently Line 2 is planned to terminate at Tham Luong but it appears favourable that the line should extend to An Suong where there is an existing major bus interchange. This also makes sense in terms of encouraging smooth transfer from bus (provincial and local) to the MRT. Therefore at Tham Luong or An Suong there needs to be a major bus interchange. 4.7.4 The proceeding chapter illustrated that there is a very high demand for boarding at the terminal station, An Suong during the morning peak hour (commuters travelling to the city). This reflects that a very high proportion of commuters in future will live in the outer areas of the city, and will need to use bus or other modes to access the MRT. An Suong will clearly be a very important public transport interchange for Line 2; similar interchange demands are expected to be required on the various other MRT Lines. 4.7.5 In very approximate terms, the above indicative demands at An Suong can be further analysed as follows: Total boarding demand at An Suong is approximately 14,000 passengers in the peak hour Most of this demand will access An Suong via other modes of transport including bus, drop-off, park & ride, etc Given the target public transport mode share, and based on experience in other countries, it is estimated that around 70-75% of the MRT boarding passengers might transfer from bus services, i.e. around 10,000 passengers in the peak hour Assuming an average bus occupancy of 40 passengers, this indicates a throughput of 250 buses per hour Assuming bus routes would operate at an average headway of around 10 minutes (6 buses per hour), this indicates around 40 bus routes terminating or transferring at An Suong station 4.7.6 Whilst these figures are very indicative, they allow an appraisal of the public transport interchange facilities that will need to be provided. To cater for 40 bus routes, a bus station or public transport interchange (PTI) will be required with around 15 - 20 bus laybys (assuming some sharing between routes), with additional space for bus parking (for layover and when not in service) 4.7.7 In terms of land area for such a bus interchange, an area of some 9,0000 m 2 (150m x 60m) would be required, i.e. approx 1 hectare. Similar PTI facilities may also be required at other key stations to be served by bus feeders. 4.7.8 The above clearly requires further study, but it is important that these facilities are planned and provided in a timely manner, in order that the full potential catchment and usage of the MRT is realised. 4.7.9 Ideally all other MRT Line 2 Stations should have at least two road side bus stops so that the bus can act as an extension of the MRT and make public transport travel continuous and attractive. Park & Ride for MRT Line 2 4.7.10 Taking An Suong / Tham Luong as an example, if it is estimated that, say, 20% of the boarding demand may be from motorcycle park & ride, this would be a peak hour demand of some 3,000 passengers. Allowing for more than just the peak hour arrivals, but also some double occupancy on motorcycles, one can envisage a requirement for a park & ride facility to accommodate say 5,000 motorcycles. In addition provision would be required for cars to park & ride. Very roughly this might indicate a parking facility of some 20-30,000m 2 (which may require a multi-storey facility). 4.7.11 The final 3 or 4 stations up to Ben Thanh should limit parking because the population is denser and there will be a greater coverage of bus travel and other MRT stations. 4-10
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